Apparatus for preventing collisions at railway-crossings.



No. 828,871. PATENTED AUG. 21, 1906. O. R. BARNES & A. GREEN. APPARATUSFOR PREVENTING GOLLISIONS' AT RAILWAY CROSSINGS.

APPLICATION FILED NOV.12.1903.

2 SHEETS-SHBET1.

JLi

IIIIII ll No. 828.871. PATENTED AUG. 21, 1906 C. R. BARNES A. GREEN.APPARATUS FOR PREVENTING GOLLISIONS AT RAILWAY GROSSINGS.

I APPLIOATION FILED NOV. 12, 1903.

2 SHEETS-SHEET 2 U Nlfllfli) STATES PATENT OFFICE.

CHARLES R. BARNES ANl) ALFltlili (lltlCENfUF ROCHESTER, NEW YORK.

APPARATUS FOR PREVENTING COLLISIONS AT RAILWAY-CROSSINGS.

Specification of Letters Patent.

Patented Aug. 21, 1906.

Application filed November 12,1903. Serial No 180,851.

To all whrmt it may (wore/w.-

Be it known that we, CHARLES it. llanxns and ALI-RED Games, ofRochester, in the county of Monroe and State of New York have inventedcertain new and useful improvements in Apparatus for PreventingCollisions at Railway-Crossings; and we do hereby declare the followingto bea full, clear, and exact description of the same, reference beinghad to the accompanying drawings, forming a part of this smeltieationand to the reference characters marked thereon.

Our present invention relates to that class of devices employed atrailway-crossings or junctions where two or more sets of tracks crosseach other and which are adapted to prevent collisions between vehiclesor trains on the separate tracks.

Our invention has for its object to provide means for signaling anapproaching train on one track, together with mechanism for positivelyarresting said train, controlled by operating devices located at andoperable from a point beyond said crossing; and it also comprchendsdevices adapted to be ant omatically operated by ,a train on the othertrack, whe. by the arresting mechanism before mentioned is automaticallylocked and unlocked by said train when moving toward and away from saidcrossing.

Further, our invention has for its ob'ect lo provide an improved form ofdevice l or dcrailin P a train, which may be moved into and out o theoperative position and controlledin such movement by the mechanismheretofore mentioned, together with an improved form of an electromagnctfor operating said device.

To these and other ends the invention consists in certain improvementsand combinations of parts, all as will be hereinafter more fullydescribed, the novel features being pointed out in the claims at the.pnd of the specification.

In the. drawings, Figure 1 is a diagrammatic view illustrating twointersecting railway-tracks and devices embodying the. invention appliedthereto. Figs. 2 and 3 are side and end elevations, respectively, of thedcrailing device. Fig. 4 is a side elevation of a mechanicallyoperatedcircuit-closer on switch. Fig. 5 is a similar view of a mecham,ieally-operated circuit-breaker. Fig; 6 is a detail view of one. of thelocking devices.

Fig. 7 is a longitudinal sectional view of an elcetromagnct 1constructed in accordance with our invention.

Similar reference characters in the several figures indicate similarparts.

In illustratin our invention we have shown a railroad-crossing formed bythe intersection of one set of tracks A A with another set'B B, theformer for convenience in description being termed the "main line andthe latter the secondary line, on which is arranged means for preventingthe assage of a vehicle or train of cars when in t 1e normal iositionand only capable of being operated by devices accessible at the oppositeside of the main line or at a point beyond that side of the main linetoward which a vehicle maybe approaching, therefore requiring acondoctor or other person to cross over the track A A, so that theapproach of a train thereon in either direction may be ascertained.

The means or devices for preventing the passage of a vehicle on thesecondary line consists in the present instance of derailing devicesembodynw a chair or seat 1, forming a section of one o the rails, andprovided at its inner side with a groove 2, ada ted to accommodatc theflange of a. car-w reel. Extending through the seat is avertically-movable block 3, arranged at an angle to the groove 2 andprojecting above the seat, as shown in Fig. 3, so that when a wheel is1novi ng in one direction on the track its flange engaging with theblock will cause the wheel to be deflected and the truck on which it ismounted to be derailed. To facilitate this o wration, we format theforward side of the b oek a second groove or recess 4, divergin from thegroove 2 at the inner side of the ra At the rear edge of the block, inline with the groove 2, is formed a notch 5, having an inclined bottomadapted to )ermit the flange of a wheel to mass onto the block anddpress it automatically when movin over it in one direction. The meansof hol ding the block in normal elevated position consists of a weightedlever-arm 6, journaled on a shaft 7, sn iported on brackets 8, securedto thelower sir c of the seat 1 and connected to a bellcrank lever 9,attached to the blockl'by a. shortarm l0 and supported on 8. shift 11,held in brackets 12, similar to brackets 8. The devices for operatingthe derailingmechanism consist of an electromagnet 17, having Ni -rnhiourd wl mourn inn and it i' il i-ill'lltll ll will in imnhl un dumbliron: on ini pt-ctiou oi l l jji in which in r m n 1hr: v 1;i-'ii gl'ilulirzilccl i TU) -i'ovhlml wit it llhrcuvulilc top Tl, having: u winml prl'turv, in whi h is li ter-d :i olr cve r luuhiiuy; Til. 'l hittrriiiui'fihd ol lu'ziss, lironiw. i o1 h r miii-magnetic nmtcriul, \vhilothe owing in lorni d of iron, and arranged hr-rein is: u IHll or coilsa" will: Til, through which th current punt, the lhitrl of magm-ticform: hen-ivy produycd lacing {greatest in an inwnrdlywxtcnding hcud orprojection 7 on the bottom of the (using. The armature or rorc 18 imounted upon :1 cro s-hcud T5, supported on guides 76, which tin: of nonmugnctic nmtcriul and projects within the alcove, its lower end beingrccess cd litl shown, to allow it to pin-1s ore-r the hood 71 whenapproachin the limit of its inward movement. in tlic illustration we howshown tho dc- YlL'GS juat described located at each side of the mainlino of trucks, and situated at points beyond thc main line relative tosuch devices are the signals and switrhcs for closing the circuitsthrough the beforemcntioncd mognctsi The $1 mildevicescruhodyscumphoroarms 2U 2U, pivotully mounted upon uprightsupports ll 21, said arms being udaptcd to he held normally in ithorizontal position, as' shown, and to be operated into the positionshown in dotted lines: by means: of handles or levers 22 22, pivoted tothe supports at 23. Those handles are comioctcd by arms 24 24' tovertically-guid =d r ds 25 which in tum are vounccti-d hy rod? to thcirronpcctive scum phoreurnis. Surrounding: the rods 25 arc NPllF-QS 27,which urc'plrieed under tension when tho rods are drawn downwardly, sothat the parts will he rorurncd to their normal position when thchandles 22 are released with the 8cmiiphorcnrins sot in the dangerosition. A. night-signal is also controlled liy the niovcnicnt of thearms, tho outcr ends thcrcol having: ll'itlllt-B containing coloredglass. .28, adopted to he movcd into and out'of alincincnt with hoxrslnouiitcd upon thosupwort 2 21 and providcd with lumps 29, as indicatedin Fig. 1.

In Fig, 1 Wc have shown (he :eccondury 'ailwuy-linc 21$ ronsibtinu ofbut u mingle Cltlkk Formed lly 1hr rails; l3 l3, undthcn-l'orc there ishown :1 \(lllt'lt:i!7'tl-llily; dcvir arranged in (21th ol'suid milsand lomtr-d :it opposilc sides of the main lino; hut if the iii-mimicrylino were composed of two or more {rm-ks it will he understood that saidd vircs v. ould ln-l1 outed in lllc some relativ positi n .o us toarrest \wiuclcs traveling iii oppmilc din-ction tlnu'con. The (huti'oinugnt ts l'ol opcruting thc volhole-arresting dcviccs are indiouted liy l7 and 117, 'tllc formcr being conown-d by 11 wire l? to 2kcontact member I) \u; the support .Zl, locutod i'cliitivoly to thedcruiling device at 11 point at the opposite ide ol' the main line oftrucks. The means for (liming the circuit through thc contact n'n-inhcrb the opcrirtlug-handle 22, to which is conncctcd the wire r, leadingfrom any suilnhlc form of curront-gcncrutor, and :15, those dcviccs areadopted particularly to he used at the intersection of street-railwaytrucks and those of St(!iLl1l()])Clfll)C(l railways the wire 0 may leaddirectly from the usual trolley-wire C, and the circuit loading from themagnet 17 may be closed throu h a wire 1: either to the ground or tooneof t o rails B or B usually included in such circuit. A similar circuitleads throu h the magnet 117, and it; consists of a wire leading fromthe trolley-wire or other source of supply't o tho semaphore-operatingarm 22, the wire 2, leading from the contactf, andthe wire e,corresponding to the wire c. The signal" lamps 29, before referrcd to,may be the usual incandescent or other form of electric lights operatedby currcnt flowing through the derived circuits g'and g, as will beunderstood. From the arrangement of the circuits'cxtending through theelectromagncts it will be seen that they are capabl'c of'heing olporatedindcpendentlyal-nd only by closing t 10 respective arms 22 and 32', sothat when one or the other is opcratcdits respective vohiclehrrestingdevice will be moved into the inoperative position, at which time thesemaphore-arm 20 is also lowered to indicate a clear track. In order to'prevent the Opel ation of the vehicle arresting or-derailing deviceswhen a train is approaching on the main line within a certain distanceat either srde of the crossingwe provide locking devices for theoperating'handles or levers 22 22','which are arranged in electriccircuits including switches orcircuit-closcrs located at a suitabledistance from the crossing and adapted to be automatically operated h rthe passage of a train on the main line. 11 connection with thesecircuits wr also employ two separutc switches or circuit-breakers forouch circuit-closer, one of whichis arranged relativcly to theCircuit-closer at a point beyond the sccondurylinc to rclcusc saidcircuitcloser and the devices controlled thereby after ii'truin haspassed the crossing and the othcr located at a point in front'of thecircuit closcr, so that the circuit through the hitter may he opened andall of the parts rc turned to the normul position instead of being leftin the locked oropqmtcd condition, as would he tho case if an engine ortrain of'cars approached the crossing and operated the oircuit-closcrand thou bucked away from tho crossing. y

Arranged on the su orts 21 21 arc clcc tronn'tgnetslifi 35' 36 36 in theform oFsolcnoids, as shown in Fig. 6, and having arma tures or cores 13,rovided with pins or -points l4,adapted w1en the armature is operated toproject through suitable apertures arranged in the arms or levers 2'2 22to prevent their being moved either'to change the position of thesemaphorearms or to close the circuits through t 1e magnets 17 and 117.Located at either side oi the crossing and at to distances ranging fromone to two thousand feet therefrom are rovided circuit-closing deviees,which may it; of any desired form, the one 'we deem preferable beingillustrated in Fig. 4 and so constructed that it is oper- X5 ated onlyby a train moving in one direction a'indwhen so operated isautonuitieallv re tained until released by the o )eration of one of thecircuit-breakers, to ie further described. The eircuit-elosers areindicated by ao'H and I in the diagranniiatie Fig. 1, and they eachembody eleetromagnets 36,-the one provided in the eircuiteloser ll beingarranged ina oircuit 37; leading from 1 the trolley-wire or source ofcurrent-supply (1 tothe m'agnetsiofthe locking devieesgiffflfi andthence tothegroundthrough}heeireullbreakersh'h i'i'lht! ma net 36 on theclosing device I is arranged in the circuit'eomposed of the wire 38',leading from the souree of eurrent-supply 36 36 to the magnets andthence through the cire'uitbreakers 'i' i to the ground. T Both of thesecircuits lead through insulated contact-plates '4'! 4],rwhieh arr-nconnected by a movable contacts! when the .35 circu1t-elosers H I' areoperated, and as the clrcuit'closcrs are only adapted to l)(-t)|)(l'-ated by lve hieles inovingin onedirect ion we.- 'prov1de an operatng-link 51, pivotally eonnected at its ends lo lhe bar and to one of thechairs'43, having at one side a linger or projeiction52, which rests onthe end of the ever 46, so that the latter is only actuated by themovement-of the plate when the latter is operated in the directionindieated by the 45 arrow. a

Belted to one of the rails A A of the main line are chairs or blocks 43,on which are pivoted links 44, supporting at their upper ends alongitudinally-inovable bar or member 4.").

Pivoted on one of these blocks is a lever 46, one. end of which isltllllktit'tl, by means of a link 48, to a frame. 49, carrying thecontort member 42. The frame 4!) is guided in its vertical movement bymeans of rods 50, and it is normally operated to hold the eont u'tmember 42 out of engagement with the eontacts 41 41 by means of theweighted end 55 of the lever 46. The magnet 36 is preferably constructedin 50 the form of a solenoid, and the frame. 49 is provided with a coreor armature 56, projectto into the coil of the magnet and adapted to hod the contact 42 in the o, )erated position and to'retain the circuitthrough the magnet 55 in t e closed .position until said circuit isillustration in beunderst-oml that they track in the usual manner.

broken at some other point, when the parts will be allowed to return tothe normal osition by the action of the weighted end 0 the lever 55.

The eireuit-brmtkers (indicated on the dia gramniatic view by theletters h h and i t) are constructed as shown in Fig. 5 and embody theblocks 57, seeured to one of the rails by the bolts 58, and thelongittulinally-movable bar 59, pivotally attached to the blocks 57 bylinks 60, whereby it is free to be moved longitudinally of the rail inboth directions and to be nornnillv held in the position shown in saidti ure by a weighted leverar1n (it. Attaehet to and movable with one ofthe,links (it) is a movable eontin-t-linger 61,0.ot'iperating with arelatively stationary contactmint63 and adapted when the bar 5!) ismoved ino'ne direction to remain in engagement with the contact-pointand when said bar is moved in the; opposite direction to be disconnected.therelrotn and to break the circuit leadin" D theretl 1rongh. 'lheeontaetpoir1t 63 isfar ranged on a pivoted arm tjfwhich is per- .mitteda limited movement; between stoppins (35. wlu-il liv it may accommodateitself to the movable member w llen'the latter is operated; ln"botl1 thecircuit closin and breaking devices we have illustratetr theireontaet-points as arranged in proximity to their operating deviees; but'itwill of course may be arranged at a distance-lbereft-inn,if desired,and anysuit able hirmfloloperat i ng connections arranged between theseparts. i

The operation of the circuits andthe V8."

rious (lt'Vll'tS controlled thereby will he readily understood from theforegoing .descrip: tion, taken in connection with the diagrammat-inillustration shown in Fig. l but in or- :05 der' to describe thesuccessive operation of the various parts let the operation of thevehiele-arrtsting devices be first considered 1 without reference to themeans for locking or controlling them. If a vehicle or train on thesecondary line is approaohin from the main line from the direction inicated by the arrow in Fig. 1, it must be brought to a stopbefore the(lerailing 'devicc loeated'in the rail B is reached. To remove this0bstruetion, the conductor or other authorized person must pass over thetracks of the main ine and operate the arm or handle 22 to move thescout ihorear|n 20 out of the danger position. cuit through the wire 0,contact b, wire 17,' the magnet 17 and the return-throughthe wire 0',and one of the. rails causing the arnn: ure I8 of the magnet to beoperated .and. the block 3 of the derailing tracted beneath the surfaceof the rail B, allowing the car-wheels to pass along the After the carhas passed over the derailing device the 0pits his operation closes theci'rno device to be re- :25

erator releases the handle 22, when it is re- :30

turned to the normal position h the spring I vice-; but this expressionsiniplv applies-to 27 hrealving the circuit iii-lore tlt'l-hl'll'iO-iand allowing the weighted lever-aria t} to restore, the block 3 to itsnormal po ition, 'lhe tip-- eration ol' the magnet It? is the same asthat ol' the magnet just dcscr hcd, the circuit heing completed throughit in means of the wire (1, the lever 22", the contact 1, and the wiresc c and one of the rails. When a train to is approaching the crossing onthe ti.lll\ line front either direction, it will operate one of theeircuihclosing devices ll or I, and it" approaehing from a direction atthe right'rhaud side of Fig. l the lirst wheel engaging the I5 bar 45will move it longitudinally ol the track in the direction indicated bythe arrow in Fig 4, causing the (me-ration ol' the level 46 and theengagement olthe contaig-t-plate 42 with the plates 41 41', closing thecircuit in the wire 37, when, as hclore invplained, the magnet 36 willretain the parts in the oper ated position, allowing the current tollowfrom the source of supply' (T through the wire 37 to the nmgncts 55 and35, lo the contact-breakers l1 and It, the l'ormer of which is locatedat or n ar the crossing. but at the opposite side thereof relativel toits circuit.- closer ll, and being adapted to be operated to separatethe contactpoints oz and 65% to 0 break the circuit alter the train haspassed the crossing. The circuit-breaker It being i arranged at agreater distance from the crossing than its circui1-closcr and havingits contact-points (i2 and ti? arranged to be. op-

eratcd to break the circuit h v a train moving in a direction toward theright-hand side of Fig. 1 serves to restore the cir -uit-closor ll toits normal position in case the breaker II is not operated, as 'aouldoccur in such in- 4o stances were an engine or train moved intoproximity with the crossing and then llttlhfltl away A train movingtoward the crossing from the lclt-huud' side of Fig. i would operate thecircuihcloset' i, alhnving the circuit to llow from the source of supply(7 thr h the wire Sit-l to he magnets Ill) and Iit'i'. thence througheircuirbreakers i i to ground. "hcn the bill l5 ol' the circuit-closer Ihas been operated and the current allowed to {low through it magnet.i'li, the parts thereolare held in the operative position until thecircuitbrcakcr i. is operated permitting the armaturcs ol the magnets3.1 35 to he restored to the normal position and the levers 22 '32unlocked The ttt'ullii -hrr-ahcr 1: (corresponds to and is similar tothe onm it, and is adapted to he operated to break the circuit and allowthe parts to he restored to the normal position it for any reason thecar or (rain passes by and returns over the circult-closer 1 withoutoperating the circuitbreaker i.

The devices We have described for arresting the movement of a vehicle ortrain upon a secondary track are termed dcrailing (le- 1 for saiddevices including a current-generthis means of stopping a car in itsonward movement; but it will be understood that our inventioncomprehends other means for controlling the movement of a vehicle, andwhile the application of the devices are illus trated as employed at thecrossinq point of two or more railroiul-lines it will also be understoodthat they are equally adapted to be employed for arresting vehicles suchas one or more cars, engines, or the like-at other points where it isdemanded that operators shall bring their vehicles to a full stop.

We claim as our iuvention 1. In an apparatus for preventin colli- 8osions between vehicles on intersectin' ines of railwavs, the combinationwith a ve ticlea.rrest er located in one track at each side of the pointof intersection of the two tracks, of electromagnetic devices foroperating each arrester, a circuit, emhodyin a current-g enerator,connected to each oi 'tid o crating means and controlling device .a eachcircuit located relatively to said operating means at the other side ofthe point of intersection. 9o

2. An apparatus for preventing collisions between vehicles onintersecting lines of railways, embodying means for preventing themovement of a vehicle on one line of track and located at one side ofits'point of intersection with the other track and an electromagnetoperating saiil' means,a circuitlead ing through the magnet and havingcontacts located .beyoud the point of intersection of the tracks and amanually-operated switch :00 controlling said contacts. v

3. An apparatus for preventing collisions between vehicles onintersecting llDBS ofrailways, embodying means for controlling themovement of avehicle on one line of track, located atone side of itspoint of intersection wit h the other track, an elcetromagnet open a ting said means, and a circuit leading through the magnet havingcontacts, located beyond the point of intersection of the tracks, a man'I1c uall v-opcrated switch controlling said contacts and a signaloperated by the switch.

4. in an apparatus for preventing collisions between vehicles onintersecting lines of railways, the combination with means-for H5arresting the movement of aveliicle on one line of track andelectromagnetic devioes'for moving said means into the inoperativeposition, oF devices actuatei'l by engagement with g a vehicle on theother line of track for preno venting the operation of said(icctromagnetic devices.

in an apparatus for prcventin collisions between vehicles onintersecting ines of railwi'tys, the combination with means for ar- 1'25resting the movement of a vehicle on one line of track and devices formoving said means into the inoperative position, of c'lectromng ncliclocking devices for Said lncuns, circuits trolling ator, and contactslocated in proximity lo the other track at each side of the poinl ofintersection of said tracks and adapted to in operated by engagementwith a vehicle to prevent the movement of the vel|icle-nrrestmg means.

6. The combination with a main-line railway-track and a secondary lineintersecting therewitl'i, vehicle-arrestilw devices ,on the secondaryline and means iiir operating said devices, of electricallv-operatedmechanism for controlling the vehicle-arresting devices comprising acircuit embodying a source of current, a circuit-closer and acircuit-breaker adapted to be operated by a vehicle on the main line to01811 and close the circuits.

7. The com ination with a main-line railway-track and a secondary lineintersecting therewith, vehicle-arresting devices on the latter line andmeans for operating said devices, of electricallyoperatcd devices, forcontrolling the vehicle-arresting devices, er ranged in a normally opencircuit embodying a source of current and having a circuit-closer andcircuit-breaker adapted to be operated by a vehicle on the main-linetrack and located at opposite sides of the point of intersection of saidtracks.

8. Thecombination with a main-line railway-track and a secondary lineintersecting therewith, vehicle-arresting devices on the latter line andmeans for operating said devices,of electrically-operat ed devices,l'orconthe vehicle-arresting devices, arrange in a circuit embodying asource of current, a normally open circuit-closer and a circuit-breakerarranged in said circuit and adapted to be operated by a vehicle on themain line.

The combination with a main-line railway-track and a secondary lineinterscctiup therewith, vehicle-arresting devices on the latter line andmeans for operating said devices, of electrically-rnmrated devices, forcontrolling the vehic1e-arresting devices, arranged in a normally opencircuit embodying a source of current, a circuit-closer, and twocircuit-breakers arranged one at each side of the circuit-closer boththe latter and the eircuit-breakers being adapted to be operated by avehicle on the main line.

10. The combination with a main-line railway-track and a secondary lineintersecting therewith, vehicle-arresting devices on the latter line andmeans for operating saidde- 1 viecs,- of electrically-operated devices,for

controlling the "ehicle-arresting devices, arranged in a normally opencircuit embodying a source of current, a circuit-closer located at oneside of the point of intersection of the tracks, and twocircuit-breakers arran ed one at each side of the circuit-closer, onehe; ing located at a point beyond the point of intersection of thetracks, and adapted to be operated by a vehicle on the. main-line track.

l l. The combination with a main-line railnay-lracl and a secondary lineintersecting therewith, vehiele-arresting devices on the latter line andmeans for operatingsaid do vices, oi eletwtrieally-operated devices, forcontrolling the vehicle-arresting devices, arranged in a circuitembodying a source of current, a circuit-closer normally open and havingan eieetronnignet located in the circuit and operating to retain it inthe closed .position and a switch for breakin the circuit through themagnet and means ior returning the ciu-Yuit-closer to its normalposition.

[2. The combination with a Inain-line'railway-track and a secondary lineintersecting therewith, aplurality of vehicle-arresting-devices on thelatter line and separate means electrically-operated lockng devices forcontrolling the vehicle-arresting device embodying a circuit includingthe separate locking devices, a normally open circuit-closer and acircuit-breaker both of which are adapted to be operated by a vehicle onthe main-line track.

13. The combination with a main-line railway-track and a secondary lineintersectin therewith, 'vehiclearresting devices located at oppositesides of the main line and separate means for operatin each, of aseparate electrically-operated loc ing device for each arresting device,a circuit leading through the locking devices and embodying a source ofcurrent, and a normally open circuit-closer adapted to be operated by avehicle on the main-line track, a magnet arran ed in the circuit andadapted to retain t e circuitcloser in the operated position,'twoswitches located in the circuit, one at each side of the circuitcloser,and adapted to be operated by vehicles moving in opposite directions.

14. The combination with a main-line railway-track and a'secondary lineintersectin therewith, vehicle-arresting devices located at oppositesides of the main line and separate means for operatin each, of aseparate eleetrically-operated loc ing device for each arrestirw device,a circuit leading through the locking devices and embodying a source ofcurrent, a normally open circuit-closer and a switch arrangedin thecircuit and located beyond the secondary track and adapted to he 0erated by a vehicle moving on the main tracE in one direction, a secondswitch also arranged in the circuitand located at the other side of thecircuit-closer and adapted to be operated by a vehicle moving on said.track in the opposite direction and a magnet located in the circuit andoperatin to retain the circuit-closer in the operate position until thecircuit is broken atone of said switches.

15. The combination with a main-line railway-track and a secondary lineintersecting therewith, vehicle-arresting devices locate for operatingeach of said devices, of separate at up' msitu tides: ul' the 11min iiiiand swimrutc menus in? ujtn' rttjitg t'lflil, of -apit'x'ntfi(aboutrit-nliy-tqmnltui incl-Ling: virevimw fur war NYC-Still}: \iUVid'.Itdltt landing iiiimlgit the inciting duvivm aiJlti cut-i1 mnhotiying asource of Current and n nurnnatiy upon cirunibclusvr (me of which isarranged at each side. of the secondary hunk, it switch arranged in eachcirvuit and located runttivnly to their respective circnitwlust-rs atpoints beyond the secondary truck and magnets awaited in the circuitsand operating to retain tie (zirtruit (losers in the operated position.

16. The combination with a main-line milway-truck and a secondary lineintersecting therewith, vehicle-arresting devices located at oppositesides of the main line 'and 50pm rate mmms for operating each, ofseparate e1cctricully-nperstted locking devices for each CHARLES R.BARNES ALFRED GREEN.

' Witnesses:

G. WILLARD R1011, ELIZABETH J. PERRY.

